EP1904359B1 - Fahrzeuglenksystem mit einem degradierten betriebsmodus im falle eines versagens eines radlenkstellglieds - Google Patents

Fahrzeuglenksystem mit einem degradierten betriebsmodus im falle eines versagens eines radlenkstellglieds Download PDF

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Publication number
EP1904359B1
EP1904359B1 EP06778037A EP06778037A EP1904359B1 EP 1904359 B1 EP1904359 B1 EP 1904359B1 EP 06778037 A EP06778037 A EP 06778037A EP 06778037 A EP06778037 A EP 06778037A EP 1904359 B1 EP1904359 B1 EP 1904359B1
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EP
European Patent Office
Prior art keywords
steering
wheel
vehicle
locked
cir
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
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EP06778037A
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English (en)
French (fr)
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EP1904359A1 (de
Inventor
Thierry Auguet
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Michelin Recherche et Technique SA Switzerland
Michelin Recherche et Technique SA France
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Michelin Recherche et Technique SA Switzerland
Michelin Recherche et Technique SA France
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Publication of EP1904359A1 publication Critical patent/EP1904359A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003—Backup systems, e.g. for manual steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B62D5/0484—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures for reaction to failures, e.g. limp home
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for

Definitions

  • the present invention relates to road motor vehicles provided with a steering system of which all the steered wheels are controlled by a steering actuator of its own.
  • the invention aims in particular, among the known steering systems, those which lack a mechanical connection between the steering wheels and the steering wheel and also have no mechanical connection to synchronize steering between steered wheels themselves.
  • Electrical steering systems comprising an individual electric steering wheel actuator, the steering system being able to selectively steer each of the steered wheels by an angle that is specific to it, the coherence of the turns of each of the steered wheels being ensured by pilot electronics.
  • the electric actuator of each wheel has the function of imposing on the wheel considered the steering angle chosen by the steering electronics.
  • the steering control available to the driver of the vehicle may be a traditional steering wheel or joystick like a joystick or other suitable device.
  • the orders printed by the driver of the vehicle on his control device are sent to the control electronics loaded with appropriate programs to be able to control the actuator (s) in an appropriate manner.
  • One of the advantages of this technology is that it is ideally combined with electronics and computers, the progress of which allows for more and more sophisticated servo-control, which makes it possible to position wheel steering. not only under the control of the manual control but also under the control of a security system.
  • an angle can be imparted to the steering wheels that takes into account not only the control of the driver of the vehicle, but also takes into account the dynamic parameters observed on the vehicle.
  • the electric steering it opens up a much wider field of possibilities to act on the stability of trajectory of a vehicle.
  • an automatic system for correcting the trajectory of the vehicle prints corrective laces moments by means of the brakes of one or more wheel
  • the transition to electrical controls of the various functions on a vehicle would act on the steering angle of the different steering wheels of the vehicle to correct the trajectory.
  • the steering system of a vehicle is an essential and vital function for safety, such as brakes. Therefore, to be able to replace the mechanical directions, assisted or not, almost universally adopted at present on all road vehicles, it is essential that an electrical steering system is extremely safe. This is why redundant electrical systems are generally designed to enable system operation even if one of its components fails. This is the concept of fault-tolerant system. All functionality is provided in case of failure of one of the system components, or at least those deemed most important. Thus, for example, the electrical parts of the wheel actuators are preferably redundant. For example, see the patent application US 2003/0098197 which describes the preamble of claim 1, giving an example of a redundant system for controlling an electrical direction.
  • the patent US 5,014,802 describes a steering system for a four-wheeled all-steering vehicle which proposes, when a first steering wheel reaches a steering stop and the driver wishes to increase the steering further, Jeantaud's plan to avoid wheel slippage on the ground in all turning circumstances.
  • the inventors have planned to apply the invention to a system where all the wheels are individually controlled, the possibility of failure and the strategies to be adopted in this case remain completely foreign to this description.
  • an electric wheel actuator may fail such that it assumes an indifferent angular position, a situation in which it is unable to transmit steering (or keeping straight) forces. Or it can remain locked in a certain angular position, for example in a straight line, due to mechanical damage. This is the case of the blocking of an actuator that deals with the present patent application.
  • the objective of the invention is therefore, in the event of impossibility of changing the steering angle of one of the steering wheels, to be able to maintain as much as possible the control of the trajectory of the vehicle according to the wish of its driver, to preferably without skidding the wheels, at least in order to be able to stow the vehicle where its passengers are safe.
  • Another object of the invention is to, when it proves impossible to avoid the shifting of the wheels, can still adopt a steering strategy steering wheel unblocked the most appropriate to the situation for at least able to ranger the vehicle where its passengers are safe.
  • the invention proposes a steering system for a land vehicle with at least four steering wheels, the system comprising a steering wheel actuator, the system comprising a real steering angle sensor of each of the steering wheels, the system comprising a control device available to a driver and delivering a requested steering angle, said steering system comprising a steering control unit using as input variable at least said requested steering angle to determine steering steering angle for operating said actuator, characterized in that the system comprises means for detecting a blockage of one of the steering wheel actuators, said means being capable of delivering, in the event of a detected blockage, an alert signal identifying the actuator blocked, said steering control unit having at least one normal mode and at least one degraded mode in case of blocking a actuator, the degraded mode calculating the steering angle of the steering of the unlocked wheels by imposing a first degraded mode strategy by which the instantaneous center of rotation of the vehicle is situated substantially on the line perpendicular to the plane of the locked wheel and passing through the center of the ground contact area of the locked wheel, at a position
  • degraded mode All the functionalities are no longer assured, but the vehicle's operational safety is best ensured according to the circumstances.
  • the degraded mode will allow operation of the vehicle steering system certainly less pleasant, but avoiding any tragic consequences for the passengers of the vehicle.
  • the dynamic balance of a vehicle is all the more important for safety as the speed of movement of the vehicle is high. It should be noted that, when traveling at sustained speeds, the steering angles of the wheels are always quite low. If there is a blockage of a wheel in the slightly steered position, during the return in a straight line controlled by a steering wheel angle equal to zero, the principle proposed by the invention that the vehicle will move crab in degraded mode, that is to say at a non-zero angle between the longitudinal axis of the vehicle and the direction of movement of the vehicle. This is quite acceptable because said angle is quite small. This angle could take important values if the failure of an actuator occurs at a low speed; this will result in a characteristic angle of a larger crab trajectory, which may not be very pleasant but not at all dangerous given the low speed at which this type of degraded mode will occur.
  • the steering control system comprises at least one second degraded mode control strategy based on positioning the CIR based on the one unblocked wheel era will happen in mechanical stop.
  • a four-wheeled vehicle has been schematized.
  • the steering wheels are mounted on a wheel carrier (not visible) and point about a pivot axis 10.
  • a steering control lever 11 is mounted integral with the wheel carrier.
  • Each steering wheel is pointed by an electric actuator 3 connected on the one hand to the body or chassis of the vehicle and on the other hand to the lever 11, to control the steering angle of the wheel in question.
  • Each electric actuator 3 comprises for example a screw / nut device (not shown), actuated by a rotary electric motor. The screw of the screw / nut device is connected to the steering control lever 11.
  • Each actuator preferably comprises a position sensor for, if necessary by geometric construction and associated calculations, to know from the measurement delivered by the position sensor the exact angular position of the steering wheel considered.
  • a position sensor for, if necessary by geometric construction and associated calculations, to know from the measurement delivered by the position sensor the exact angular position of the steering wheel considered.
  • ⁇ denotes any particular value (in amplitude and in sign) characterizing the command that the driver imposes on a control member to act on the direction of the vehicle; for example, it is a steering wheel that is maneuvered over a predetermined angular range (the concept of angle is not limiting in that the steering wheel can be substituted for any equivalent device such as a joystick or a cursor).
  • the system comprises means 5 for detecting a blockage of one of the steering wheel actuators capable of delivering, in the event of a detected blockage, an alert signal identifying the locked actuator.
  • To detect the blockage it is possible for example to measure the current absorbed by the actuator and to compare it with changes in position of said actuator. If the current is maintained at a high level or even increases while the position of the actuator no longer varies, it can be deduced that it is blocked. It can be turned off electrically and switched to degraded mode.
  • the Figures 2 to 4 give an illustration of the first strategy for calculating the driving angles of the non-locked actuators of the degraded mode proposed by the present invention.
  • the degraded mode calculates the angle of control of the steering ⁇ p i of the unblocked wheels 1 NB , ie the angles ⁇ p AvG , ⁇ p ArD , ⁇ p ArG .
  • the instantaneous center of rotation CIR of the vehicle must be maintained substantially on the line perpendicular to the plane of the right front wheel 1 AvD , the wheel locked, and passing through the center of the ground contact area of said front right wheel 1 AvD.
  • the precise position of the CIR on said perpendicular line is a function of the requested steering angle ⁇ , which corresponds to a steering radius R desired by the driver. Note that the calculation of this radius is not part of the present invention, which is compatible with multiple ways of determining the radius R.
  • the driver decreases the required steering angle ⁇ , that is, wants to increase the turning radius R
  • the CIR will move from the right-hand side to the straight-line shown in the center line, that is to say that he will move away from the vehicle.
  • the configuration illustrated in figure 3 If the driver wishes to bring the vehicle in a straight line, the configuration illustrated in figure 3 .
  • the radius R then tends to infinity
  • the steering angle of the unobstructed wheel actuators 1 NB is identical on all the wheels and is equal to the angle of the actuator of the locked wheel 1 AvD .
  • the CIR is pushed back to infinity, which allowed rolling in a straight line.
  • the vehicle, operating in degraded mode rolls in a straight line in an attitude called "crab".
  • the figure 4 shows the situation of this vehicle operating in degraded mode from the blockage illustrated in FIG. figure 2 , if the driver now wants to steer his vehicle to the left.
  • the other non-locked wheels 1 NB are steered in such a way as to position the CIR still on the right represented in center lines, perpendicular to the locked wheel 1 AvD , on the left side with respect to the vehicle .
  • the invention thus proposes a first degraded mode strategy that makes it possible to steer all the steered wheels around the same instantaneous center of rotation CIR which is maintained substantially on the straight line perpendicular to the plane of the right front wheel 1 AvD , the locked wheel.
  • This allows to respect the purity of Jeantaud, and consequently to avoid the shifting of the wheels on the ground.
  • it will no longer be possible to print to the vehicle the yaw movement desired by the driver without accepting some shifting of the wheels on the ground.
  • the invention proposes a second and a third degraded mode strategies by which it is generally possible, ie in most situations encountered in practice, to print a yaw movement in the direction desired by the driver. This can cause some shifting of the wheels on the ground, shifting quite acceptable during a maneuver normally short enough to maintain, despite a failure, the ability to control the path of the vehicle.
  • said steering unit of the deflection imposes a second degraded mode strategy by which the location of the instantaneous center of rotation CIR of the vehicle is bounded by the line B1 perpendicular to the plane of the stop wheel passing through the center of the contact area on the ground of said wheel in abutment, rear right wheel here, and is located in the half plane ⁇ 1 towards the front of the vehicle relative to said terminal B1, and the side towards infinity with respect to a straight line d2 parallel to the longitudinal axis of the vehicle passing through the instantaneous center of rotation CIR b1 effective when said steering stop has been reached.
  • the instantaneous center of rotation CIR of the second degraded mode strategy is on a line D parallel to the direction transverse to the vehicle, passing through the instantaneous center of rotation CIR b1 at the moment when said steering stop has been reached. .
  • the CIR moves on the right D; the ARD wheel is no longer in abutment.
  • This second degraded mode strategy makes it possible to gradually increase the turning radius R in order to satisfy the driver's steering demand, while limiting as much as possible the shifting of the wheels on the ground.
  • the driver will therefore want to progressively decrease the turning radius R.
  • the application of the first degraded mode strategy makes the CIR run on the right "d" in a direction that tends to bring it closer to the vehicle to the CIR position b2 , which is the instantaneous center of rotation (CIR b2 ) effective at the moment when the other steering stop has been reached by the wheel ARD.
  • CIR b2 instantaneous center of rotation
  • said steering steering unit imposes a third degraded mode strategy by which the location of the instantaneous center of rotation CIR of the vehicle is bounded by the line (B2) perpendicular to the plane of the wheel in abutment, right rear wheel here, passing through the center the ground contact area of said wheel in abutment, the location of the instantaneous center of rotation CIR being on the one hand located in the half plane ⁇ 2 extending towards the rear of the vehicle with respect to said terminal, and on the other hand on the side of the vehicle with respect to a line d3 parallel to the longitudinal axis of the vehicle and passing through the center instantaneous rotation CIR b2 effective when said other steering stop has been reached.
  • the instantaneous center of rotation CIR of the third degraded mode strategy is on the line B2 perpendicular to the plane of the stop wheel passing through the center of the ground contact area of said wheel in abutment.
  • the invention can also find application in the case where, although one of the actuators is in abutment, we want to further reduce the turning radius of the vehicle, of course by accepting that the wheels begin to rip.
  • the third degraded mode strategy can then be applied, considering that the locked actuator and the actuator in abutment are one and the same actuator.
  • the invention has been illustrated by applications to a four-wheeled vehicle, all steering. This is however not limiting.
  • the vehicle may have any number of wheels, and not necessarily all of them. For example, take the case of an 8-wheel vehicle all steering.
  • the management of the vehicle's CIR in normal mode makes it possible to calculate a steering angle for each of the eight wheels. Imagine that one of the eight wheels is stuck. We then hold the CIR on the line perpendicular to the plane of the locked wheel and we pilot the steering angle of the other 7 wheels so that they all turn around this CIR.
  • the 2 nd and 3 rd control strategies in degraded mode, accepting a shifting of the wheels, are based on a positioning of the CIR according to one unblocked wheel era will happen in mechanical stop. It does not matter if there are 3 or 7. The principle remains the same.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Theoretical Computer Science (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Claims (7)

  1. Lenksteuersystem für ein Landfahrzeug mit mindestens vier gelenkten Rädern (1AvG, 1AvD, 1ArG, 1ArD), wobei das System einen Aktor pro gelenktes Rad (3AvG, 3AvD, 3ArG, 3ArD) aufweist, wobei das System einen Sensor des reellen Einschlagwinkels (αrAvG, αrAvD, αrArG, αrArD) jedes der gelenkten Räder aufweist, wobei das System ein Steuerorgan (2) aufweist, das einem Fahrer zur Verfügung steht und einen geforderten Einschlagwinkel (θ) liefert, wobei das Lenksystem eine Steuereinheit (4) des Einschlags liefert, die als Eingangsvariable mindestens den geforderten Einschlagwinkel (θ) verwendet, um einen Steuerwinkel des Einschlags (αpAvG, αpAvD, αpArG, αpArD) zur Betätigung des Aktors zu bestimmen,
    dadurch gekennzeichnet, dass das System Einrichtungen zur Erfassung einer Blockierung (5) eines der Aktoren eines gelenkten Rads aufweist, wobei die Einrichtungen im Fall einer erfassten Blockierung ein Alarmsignal liefern können, das den blockierten Aktor identifiziert, wobei die Steuereinheit des Einschlags mindestens einen Normalbetrieb und mindestens einen Notbetrieb im Fall der Blockierung eines Aktors hat, wobei der Notbetrieb den Steuerwinkel des Einschlags (αpi) der nicht blockierten Räder berechnet, indem er eine erste Notbetriebstrategie aufzwingt, durch die der Momentandrehpunkt (CIR) des Fahrzeugs sich im Wesentlichen auf der zur Ebene des blockierten Rads lotrechten und durch die Mitte des Bodenkontaktbereichs des blockierten Rads gehenden Geraden in einer vom geforderten Einschlagwinkel (θ) abhängenden Position befindet.
  2. Lenksystem nach Anspruch 1, bei dem, wenn außerdem der gesteuerte Einschlagwinkel für einen der nicht blockierten Aktoren in Anschlag kommt, das erfindungsgemäße Lenksteuersystem mindestens eine zweite Notbetrieb-Steuerstrategie aufweist, die auf einer Positionierung des CIR in Abhängigkeit von dem ersten nicht blockierten Rad basiert, das in mechanischen Anschlag kommt.
  3. Lenksystem nach Anspruch 2, bei dem, wenn außerdem der gesteuerte Einschlagwinkel für einen der nicht blockierten Aktoren in Anschlag kommt und die Entwicklung des geforderten Einschlagwinkels (θ) einer Vergrößerung des Einschlagradius des Fahrzeugs entspricht, die Steuereinheit des Einschlags eine zweite Notbetriebstrategie aufzwingt, durch die die Stelle des Momentandrehpunkts CIR des Fahrzeugs von der Geraden (B1) lotrecht zur Ebene des in Anschlag befindlichen Rads, die durch die Mitte des Bodenkontaktbereichs des in Anschlag befindlichen Rads geht, begrenzt wird, und sich in der Halbebene (π1) in Richtung der Vorderseite des Fahrzeugs bezüglich der Grenze (B1), und auf der gegen Unendlich gehenden Seite bezüglich einer Geraden (d2) parallel zur Längsachse des Fahrzeugs und durch den Momentandrehpunkt (CIRb1) verlaufend befindet, der in dem Moment effektiv ist, in dem der Einschlaganschlag erreicht wurde.
  4. Lenksystem nach Anspruch 3, bei dem der Momentandrehpunkt CIR der zweiten Notbetriebstrategie sich auf einer Geraden (D) parallel zur Querrichtung bezüglich des Fahrzeugs befindet, die durch den Momentandrehpunkt (CIRb1) verläuft, der in dem Moment effektiv ist, in dem der Einschlaganschlag erreicht wurde.
  5. Lenksystem nach Anspruch 2 oder 3, bei dem, wenn außerdem der gesteuerte Einschlagwinkel für einen der nicht blockierten Aktoren in Anschlag kommt, und wenn die Entwicklung des geforderten Einschlagwinkels (θ) einer Verkleinerung des vom Fahrer geforderten Einschlagradius entspricht, die Steuereinheit des Einschlags eine dritte Notbetriebstrategie aufzwingt, durch die die Stelle des Momentandrehpunkts CIR des Fahrzeugs von der Geraden (B2) lotrecht zur Ebene des in Anschlag befindlichen Rads, die durch die Mitte des Bodenkontaktbereichs des in Anschlag befindlichen Rads geht, begrenzt wird und sich in der Halbebene (π2) in Richtung zur Rückseite des Fahrzeugs bezüglich der Grenze, und auf der Seite des Fahrzeugs bezüglich einer Geraden (d3) befindet, die parallel zur Längsachse des Fahrzeugs und durch den Momentandrehpunkt (CIRb2) verläuft, der in dem Moment effektiv ist, in dem der andere Einschlaganschlag erreicht wurde.
  6. Lenksystem nach Anspruch 5, bei dem der Momentandrehpunkt CIR der dritten Notbetriebstrategie sich auf der Geraden (B2) lotrecht zu der Ebene des in Anschlag befindlichen Rads befindet, die durch den Bodenkontaktbereich des in Anschlag befindlichen Rads verläuft.
  7. Lenksystem nach einem der vorhergehenden Ansprüche, bei dem die Rad-Aktoren elektrisch sind.
EP06778037A 2005-07-04 2006-06-30 Fahrzeuglenksystem mit einem degradierten betriebsmodus im falle eines versagens eines radlenkstellglieds Not-in-force EP1904359B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0507178A FR2887839B1 (fr) 2005-07-04 2005-07-04 Systeme de direction d'un vehicule comportant un mode de fonctionnement degrade en cas de panne d'un actionneur de braquage de roue.
PCT/EP2006/064758 WO2007003661A1 (fr) 2005-07-04 2006-06-30 Systeme de direction d'un véhicule comportant un mode de fonctionnement dégradé en cas de panne d'un actionneur de braquage de roue

Publications (2)

Publication Number Publication Date
EP1904359A1 EP1904359A1 (de) 2008-04-02
EP1904359B1 true EP1904359B1 (de) 2010-09-08

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EP06778037A Not-in-force EP1904359B1 (de) 2005-07-04 2006-06-30 Fahrzeuglenksystem mit einem degradierten betriebsmodus im falle eines versagens eines radlenkstellglieds

Country Status (9)

Country Link
US (1) US7912606B2 (de)
EP (1) EP1904359B1 (de)
JP (1) JP5224590B2 (de)
KR (1) KR101225276B1 (de)
CN (1) CN101213127B (de)
AT (1) ATE480437T1 (de)
DE (1) DE602006016801D1 (de)
FR (1) FR2887839B1 (de)
WO (1) WO2007003661A1 (de)

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US8068955B2 (en) * 2008-01-08 2011-11-29 Honda Motor Co., Ltd. Vehicle with a variable rear toe angle
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KR101571629B1 (ko) * 2014-07-01 2015-11-24 경북대학교 산학협력단 4륜 독립제어 조향시스템의 고장대처장치
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DE602006016801D1 (de) 2010-10-21
JP5224590B2 (ja) 2013-07-03
FR2887839B1 (fr) 2007-09-14
US7912606B2 (en) 2011-03-22
KR20080034449A (ko) 2008-04-21
JP2008544917A (ja) 2008-12-11
CN101213127A (zh) 2008-07-02
WO2007003661A1 (fr) 2007-01-11
CN101213127B (zh) 2011-02-16
EP1904359A1 (de) 2008-04-02
KR101225276B1 (ko) 2013-01-23
ATE480437T1 (de) 2010-09-15
FR2887839A1 (fr) 2007-01-05
US20090210113A1 (en) 2009-08-20

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